CIMAC Circle @ POWER GEN / Cologne, 2014-06-03 Advanced turbocharging and variable valve timing for improving engine performance CIMAC Circle @ POWER GEN, 2014 Advanced turbocharging and VVT

Topics

§ State-of-the-art gas engines

§ Advanced turbocharging and VVT

• Engine performance enhancement

© ABB Group / ABB Turbocharging May 30, 2014 | Slide 2 | filename State-of-the-art Gas Engines Main characteristics

Turbocharging

§ Mainly 1-stage (first applications 2-stage)

§ Pressure ratios up to ~5.5 (~6.5)

§ Turbocharger efficiencies 65 – 68% (73%)

Valve timing

§ Fixed valve timing or simple «2-step»

§ Miller timing

Others Miller

§ Throttle valve, waste gate and/or compressor

bypass for lV control

§ Compression ratios of 12 to 13

© ABB Group / ABB Turbocharging May 30, 2014 | Slide 3 | filename State-of-the-art Gas Engines Limitations, challenges

Low engine compression ratio due to knocking

Earlier Inlet Valve Closing (stronger Miller) Lower compression Reduced valve end temperature lift height cam defined closing ramps Increased knock «loss-generating» control devices Increased margin throttling losses demanding turbocharging efficiencies Increased Increased control compression ratio margin for part load

hE ↑ hE ↓

© ABB Group / ABB Turbocharging May 30, 2014 | Slide 4 | filename Advanced Turbocharging Two-stage turbocharging

Basic potential t 25°C § Pressure ratios of up to 12 Þ intercooling C T

§ Turbocharging efficiencies above 75% h D

t 60°C § With higher pressure ratio … intercooling

Þ … increase in hTC

T const 77% Þ … increase in DpCyl exh Þ l y

Þ … more compact 2-stage system C 75% p D

68%

hTC = 65%

Pressure ratio [-] Þ © ABB Group / ABB Turbocharging May 30, 2014 | Slide 5 | filename Advanced Variable Valve Timing Valve Control Management (VCM)

No lift

VCM

] Variation from

m +60%

m cycle-to-cycle [ t f i L e v l a V

300 320 340 360 380 400 420 440 460 480 500 520

© ABB Group / ABB Turbocharging Crank Angle [°CA] May 30, 2014 | Slide 6 | Teknologiateollisuus 20130507 Advanced Variable Valve Timing Valve Control Management (VCM)

No lift

VCM ] m m [ t f i L e v l a V

300 320 340 360 380 400 420 440 460 480 500 520

© ABB Group / ABB Turbocharging Crank Angle [°CA] May 30, 2014 | Slide 7 | Teknologiateollisuus 20130507 Advanced Variable Valve Timing Opportunities

Low engine compression ratio due to knocking

Earlier Inlet Valve Closing (stronger Miller) Lower compression Increased valve end temperature lift height advance variable valve Increased knock timing Minimized margin (VCM) throttling losses high pressure 2-stage Increased turbocharging Replacement of compression ratio (Power2) conv. control devices

hE ↑ hE ↑

© ABB Group / ABB Turbocharging May 30, 2014 | Slide 8 | filename Engine Performance Enhancement Efficiency – Miller / TC efficiency variation

e = 16; VCM § Const bmep - - - limitation knocking § Const heat release (partly TC efficiency)

hTC

78%

75% 2-stage

0.5 70%

65% 1-stage

1-stage; hTC ~65%; e = 13; fix cam

2-stage; hTC ~73%; e = 13; fix cam

Schematic view

© ABB Group May 30, 2014 | Slide 9 Miller ® Engine Performance Enhancement Transient

0.9

VCM: +60% power at the next working cycle 0.8 ] C - [ y l o i i n t d a

0.7 e R Conventional: +10% power r O y

r by opening the throttle valve u e t v i p l

0.6 u e t D

0.5

1.0 2.0 3.0 4.0Engine Load 5.0 6.0 7.0

Schematic view

© ABB Group May 30, 2014 | Slide 10 Advanced Turbocharging and VVT Summary potentials

§ Engine efficiency improvements by:

§ replacing conventional control elements

§ enabling high compression ratios

§ full utilization of 2-stage turbocharging

§ Superior transient capabilities

§ Better pZmax utilization by cylinder balancing and increased knock margin

§ Acceptance of lower Methane numbers (à less de-rating, standardization)

© ABB Group / ABB Turbocharging May 30, 2014 | Slide 11 | filename © ABB Group May 30, 2014 | Slide 12